Frame for track type tractors



May "21, 1 935. E. "A. JOHNSTON ET AL FRAME FOR TRACK TYPE TRACTORS Original Filed May 6 19:52 a Sheets-Shet 1 May 21. 1935. E. A. JOHNSTON ET AL FRAME FOR TRACK TYPE TRACTORS Original Filed May 6. 1932 6 Shuts-Sheet 2 Ihvenions' v ""1 wk?" 53 May 2 1935 E. A. JOHNSTON mm. 2,002,474

' FRAME FOR TRACK 'IYPETRACTORS Original Filed my 6, 1932 s Sheets-Sheet s jm/evdzons' v. 1/0 h/nsZLon v o l G *"LDB y 1935- E. A. JOHNSTON ET AL 2,002,474

FRAME FOR TRACK TYPE TRACTORS Original Filed May 6, 1932 6 Shuts-Sheet 4 May 21, 1935. s. A. JOHNSTON r-:r AL

FRAME FOR TRACK TYPE TRACTORS Original Filed May 6, 1932 6 Sheets-Sheet 6 henilora Ej lrfomion Patented May 21, 1935 UNITED STATES PATENT OFFICE FRAME FOR TRACK TYPE TBACTORS New Jersey Original application May 6, 193:. Serial N5.

609,650. Divided and this 30, 1933, Serial No. 678,338

8Ciaims.

practicable, commercial design ofitractor that will be properly balanced. 3

These objects, and others, will be made clear as the specification of the tractor is unfolded, a practicable form of the tractor and its frame being illustrated in the accompanying sheets of drawings, in which:

Figure 1 is a general side view of the tractor;

Figure 2 is a. general plan view thereof;

Figure 3 is a top plan view of the assembled main frame; 7

Figure 4 is a side elevational view of the main frame;

Figure 5 is an elevational of said main frame;

Figure 6 is a central longitudinal, side sectional view through the driving gearing from the engine flywheel bell housing back, the final drive portion of this view being taken along the line 6-6 appearing in Figure '7 when looking in the direction of the arrows;

Figure '7 is a horizontal plan view in section of the final drive and control assembly, as viewed along the line 11 appearing in Figure .6, looking in the indicated direction; and, r

Figure 8 is a rear sectional view of the fln drive and frame, as would be seen along the sec tlon line H in Figure 6, when looking in the direction of the arrows.

The main frame of the tractor is shown in Figures 3, 4 and 5. Generally, the'frame is composed of two main frame castings identified as view of 'the rear end the front part It and the rear part I I. The front part is of substantially rectangular shape in plan and serves mainly as the support for a motor l2 shown in Figures 1 and 2. The said frame part III is a'shell open at its bottom, as shown. The casting includes walls which at their top sides are horizontally flat, as at l3, and similarly formed is a transverse front wall l4. At the front corners are raised pads IE to mount the radiator for the motor, and near the front ends of the side walls are integrally formed, raised pads to application June mount the motor. Directly below these transversely aligned pads II, the side walls are formed with enlargements II which at their outer faces wall l3, said pads apertured to receive fasteningv means for securing the sides of a ,hood I! that covers the motor. The front wall H is centrally formed with an apertured boss It to mount an engine starting crank and a front corner'of the frame part It adjacent a radiator pad I5 is provided with a downward opening 20 that serves to permit location of a drain for the radiator, said radiator appearing at 2| in Figures 1 and 2. While the major portion of the frame part I 0 is relatively shallow in vertical dimensions, it will be noted that the rear end thereof flares perceptibly into an enlarged rear flange 22 presenting a flat vertical face to the'rear frame part.

II. This flange 22 or rear end wall, of course, is

formed with a large, circular opening indicated at 22 by the-dotted lines in Figures 3 and 4. The

rear part II of the main frame constituting the support and enclosure for the driving and steer ing parts will next be described.

This frame part II is also integrally cast in one piece, the front portion thereof having a flange 24 which has an opening similar to that in the adjoining flange 22 heretofore described, said two flanges being securely bolted together, as shown inFigures 3 and 4, to assemble the frame parts rigidly together. The front portion of the frame part II just rearwardly of said flange 24 is relatively large to serve as a bell housing 25 for the master, or engine clutch, later to be described. See also Figure 6. From said bell housing rearwardly, this portion of the rear frame part, along its upper side, slopes downwardly and has parallel side faces lying in vertical planes and spaced apart ina manner causing this portion of the frame to be relatively narrower than the front unit It. This mid-portion of the entire frame is numbered 26 and houses the engine flywheel assembly, the top of the midportion 26 being appropriately open-on top, as at 21, for purposes of inspection. Furthermore, the bottom of said mid-portion is raised to form a narrow, transverse tunnel 28 immediately to the rear of the bell housing portion 25, said tunnel, as will later be described, to receive a transverse equalizer member connected betwen the auxiliary or side track layer units to support the forward end of the main frame thereon in a manner well known in this art. Immediately to the rear of said tunnel 28 this mid-portion 26 is formed with transversely aligned, apertured bosses 29 for a purpose later to appear.

It will be noted in Figures 3 and 4 that the narrow mid-portion at its rear flares outlaterally at right angles to form a relatively wide integrally connected box or casing part 30, said part, as shown, being substantially square with the sides thereof planed flat in parallel vertical planes; and the rear face similarly planed flat in a vertical plane and disposed at a right angle to the sides. The top of this rear part is closed except for' a front opening 3| and a rear opening 32. Opposite sides of this box 3|] are concaved, as at 33, (see also Figure 8), to form a substantially circular inset in the casting which at its center includes transversely aligned depressions 34. As this depression is in the center of the concaved part 33, which center is approximatoly at the level of the fioor or bottom of the box 30, it follows that the lower half or the circular concave 33 must appear as a downwardly projected integral extension 35. The upper front portion of each concave 33 is .eccentrically'extended ahead, as at 36, to locate inwardly extending sleeve 31 (see Figure '7) which are in transverse alignment and integrally formed as part of the casting. At opposite sides, the box 30, in advance and below the sleeves 31, is formed with thickened portions 38 formed with transversely aligned recesses 39. Said portions 38 are planed flush with the sides of the box 30, and the front faces of said portions 38 constitute the right-angular extension of the narrow middle portion 26 heretofore described.

In transverse alignment along the rear top edge of the rear casting 30'are four vertically apertured bosses comprising two inner bosses 40 and two outer bosses 4| for a purpose later to appear. Similarly, an apertured boss 42 is provided on the floor of the rear casting 33. See Figures 3 and 6. It is to be noted in the rear view, Figure 5, that the bottom of the casting 30 has two vertically apertured bosses 43 in line, vertically, with the upper bosses 40 heretofore described. Viewing Figures and 6, it will be seen that immediately to the rear of the boss 42 the casting includes an integral, transverse vertical wall 44, which along its vertical center line is formed with an upper opening 45 and a lower opening 46, While on each side thereof is a. large opening 41. Spaced slightly ahead of the wall 44 is another transverse wall 48 and toward the front end of the box and slightly to the rear of the bosses 29 (see Figure 6) is another transverse wall 49. Thus, as will later appear, between walls 48 and 49 is provided the lubricated transmission chamber; between walls 44 and 48 is another gear chamber; and, to the rear of the wall 44, is a dry, clutch. chamber, all as will later more fully appear.

Looking especially at Figures 1 and 4, it will be seen that each thickened portion 38 of the main frame has connected to its outer flush face, by means of bolts, solid cast brackets50 of substantial I-beam section, that extend laterally. Passed through a bore in each bracket is a stub shaft or trunnion 5| held in place in the bracket 50 against rotation, said shaft having its inner end seated in the recess 39 heretofore described. A sleeve carrying the shaft 5| is formed fiat at 55, whereby said sleeve may be rigidly bolted in any suitable manner to the upper surface of the top member 56 of the track frame comprising spaced sides 51, which in any desirable manner carry three spaced truck rollers 58 on the pins 59. Thus, each track frame 51 may have a free up and down pivotal movement. A transverse equalizer spring bar 59, is connected between the two forwardly extending track frames 51, as shown in Figures 1 and 2, by means of shackle connections 60 in advance of the track frame pivots 5|.

Midway between its ends, said equalizer spring bar 59' is passed through the frame casting tunnel 23, heretofore described, thus making for compactness and general stability, which goes with a low center of gravity and proper balance. A bracket 6| (see Figure 6) is appropriately bolted in proper place in the frame tunnel 28, said bracket being bifurcated, and carries a longitudinally disposed pivot pin 62, upon which pin the equalizer is pivotally mounted to support the mid and front portions of the main frame at a single point. The rear portion of the main frame, as has been described, is carried at two points 5|, Thus is provided an improved form of the well known three-point main frame suspension principle commonly employed in this art. It will be noted that the equalizer bar on the pin 62 is permitted a free fore and aft shifting movement to a slight extent, because the bar 59' is narrower than the space between furcations oi the bracket 6!. Thus, as the side truck frames pivot in operation over uneven ground about pivots 5|, the ends of the equalizer bar 59 are carried up or down therewith about pivot pin 62. Play is provided at the pivots 5| and on the pin 32, to compensate for the lengthening and shortening tendency displayed in the arcuate movement of the ends of the equalizer bar and the intermediate ends of the side truck frames, thereby preventing cramping and twisting strains from the track unitsfrom being imparted to the main frame and the parts carried thereby.

The forward end of each track frame .57 carries an upright lever 83 pivoted at B6 to said frame. This lever structure carries a pin 35 (see Figure 1) for rotatably mounting a front idler wheel 66 around which an endless track 67 is trained in the usual manner. A rod and spring assembly 68 is connected to the lever 33 and carried on the frame 57 to position the idler 88 and to cushion the same. The rear portions of the endless tracks are trained around the usual driving sprocket wheels 69 (see Figure 7) carried by the main frame independently of the side trucks 57. The manner of and structure for driving and controlling these sprocket wheels 69 will now be described.

As appears in Figure 6, the motor is indicated by its flywheel arranged in the housing part 25. Associated in a conventional manner with the flywheel is the master or engine clutch II, the driven part of which is fast on an engine clutch shaft 12 that is passed through a sleeve plate 13 carried in a vertical wall 14 integrally cast in the frame" part directly above the tunnel 28. A conventional clutch release collar is slidably carried on the sleeve 13 and operable from a shaft 16 to release the clutch. The shaft 16 has shaft 12 is connected to a rearwardly extending, longitudinally aligned transmission drive shaft 80. The chamber forwardly of the wall 49 is open at its top and provided with a removable cover 8I to make these parts described accessible for inspection and repairs.

The coupling 19 includes a splined sleeve 8I', into which the front end of shaft is splined. The rear end of the shaft 80 is appropriately carried in bearings mounted in a collar 82 mounted in the forward transverse wall 83 of a rectangularly shaped cage 84, as shown best in Figure 6, said cage having outwardly extending flanges 85 at its top that hang over and are detachably bolted to the top of the body casing 30, which, as has previously been described, is open at 3I for the very purpose of removably receiving the sliding gear or speed change transmission unit. The rear wall of the cage 84 is also transversely disposed and appears at 86, the lower edge of the same being appropriately apertured to fit over one or more guide dowel pins 81, to aid in the proper placing of the cage relative to the body 30 and associated parts. This cage 84 is open at its bottom to permit free splash circulation of lubricant in a manner well understood.

The cage 84 described contains a conventional three speed forward and one speed reverse sliding gear speed change transmission, which embodies the usual spline shaft 88 and transmission counter-shaft 89 and a reverse gear, idler shaft, not shown. The speed change gears shown on the spline shaft 88 are slidable therealong to mesh the gears on the counter-shaft in the usual way, by means of the sliding key structure 90 also carried by the cage 84 and operable manually by a gear shift lever 9I mounted in a removable cover that closes opening 3|, said cover 92 thus enclosing also the open top of the cage 84. Thus, the walls 83, 86 of the cage carry the shafts and gears thereon of the transmission as a unit.

The rear end of counter-shaft 89 projects through the wall 86 of the cage where it carries a gear coupler 93. In longitudinal alignment, to the rear, and spaced from coupler 93, the wall 48 carries a power take-off shaft 94, which extends rearwardly through wall 44 and terminates in a splined rear end substantially flush with the rear end of the body casting 30. The front end of shaft 94 is splined forwardly of wall 48 and slidably carries a gear coupling element 95 complementary to coupler 93 on shaft 89. By means of a shifter fork 96 on a sliding key 91, the coupler element 95 may be meshed with coupler 93, thus to drive the power take-off shaft 94 from the counter-shaft of the sliding gear transmission speed change unit. The key 91 is connected by a lever 98 in any suitable manner to a vertically disposed rockshaft 99 set in the apertured frame boss 42 already described. The topend of shaft 99 protrudes upwardly through a cover plate I00, that closes opening 32, said top end of the shaft having connected thereto a forwardly extending lever IOI accessible to the operator for controlling operation of the power take-off shaft, said shaft being adapted for connection to driven elements of an implement or other tool connected to the tractor and drawn thereby, to drive said elements in a manner understood in this art.

The rear end of the spline shaft 88 of the speed change unit also extends rearwardly through the rear cage wall 86, where it carries a gear coupler element I02 (Figure 6). Carried in the walls 44, 48 is a short longitudinal shaft I03 carrying fast thereon a relatively large spur pinion I04 between the two walls mentioned. (See also'Figure '1). The forward end of shaft I03 projects slightly ahead through the wall 48 where it carries a gear coupler element I05. These couplers I02, I05 are rigidly connected by means of a coupler sleeve I06, thus aligning the shafts 88 and I03.

By removing the sleeve I06 and clutch coupler 19, it is possibleto'raise the cage 84 and the entire sliding gear transmission out of the body as a unit through openingBI after the cover 92 has first been removed.

As seen in Figures 5 and 6, the shaft I03 is mounted in opening 45 in the rear wheel 44, and the power take-off shaft 94 is journaled in the opening 46 in said wall 44.

On each side of the longitudinal outer line of the tractor final drive, shown best in Figure 7,

it will be seenthat the walls 48 and 44 carry longitudinally disposed, parallel, driven and steering control shafts I01, each of which carries thereon between the walls 44, 48, a spur gear I08, each,

always in mesh with the pinion I04 (see also Figure 8) to be driven therefrom, said gears I08 carried loose on the shafts through the mediary of quills I09, said quills I09 being mounted only in the wall 44 through the sleeves IIO. Just to the rear of wall 44, each shaft I01 carries a steering clutch part III of a conventional one-plate disc clutch, while the complementary part of each clutch part III is shown at H2 and rigidly car ried by the rear flared end of the quills I09. Normally, by the usual springs I I3, the parts III, II2 are frictionally pressed together so that the quills I09 are locked with the shafts I01, causing the two to rotate together. each shaft I01, in advance of wall 48, carries a fast, small bevel pinion II4, each in mesh with relatively larger bevel gears II 5 which are carried fast on short, transversely aligned countershafts H6, each appropriately journaled in the frame sleeves 31 already described. The gears H4, H5 are meshed in a manner to cause the counter-shafts II6 to turn together in the same direction.

Spaced slightly outwardly of the concaves 33, through which shafts II6 project, it will be observed from Figure '1 that each shaft carries a small spur pinion I I1 meshed with larger spur gears II8 arranged to the rear, and also adiacent the concaves 33 of the frame. Gears H8 are fast on short, transversely aligned, stub shafts II9 appropriately journaled at their inner ends The forward end of in the frame pockets 34. At their outer ends both of the shafts H6 and 9 are properly journaled in dust proof and oil tight covers I20 bolted to the sides of the body 30, to cover the gearing described and the concaves 33. Each shaft 9 at its outer end passes through the covers I20 where it carries exteriorly of said covers the track chain driving sprocket wheels 69 heretofore described.

During straight-away travel of the tractor, the clutches I I I, 'I I2 are normally in, to cause driving torque to be passed uniformly through the gear trains described, and to the sprocket drive wheels 69. When it is desired to turn the tractor for steering purposes, then either clutch I I I, I I2 may be released, so that the drive to the associated wheel 69 is cut out, thereby permitting the opposite side to drive alone in accordance with the well known practice in this art of steering by driving through clutches. Accordingly, the clutches III, I I2 may be released by release levers |2I movable through release collars I22, which in turn are slid along a sleeve on shafts I01 by means of shifters I23. These shifter arms I23 are moved by vertically disposed rockshafts I24 to which they are connected, said rockshafts I24 extending upwardly through holes 40 in the top of body casting 30, where they are connected to suitable linkage I25 controlled each by a separate hand lever I26, as shown in Figure 2. The lower ends of the rockshafts. I24 rest and turn in the apertured bosses 43 shown in Figures 5 and 6 at the bottom of body casting 30.

A casing I21 (see Figures 6 and 7) is bolted to the open rear end of the body part 30,.said casing provided with a wall having a hand hole I20 to make the rear end of the power take-off shaft 94 accessible. The wall part of said casing I21 is provided with suitable journal bearings I29 through which the rear ends of the parallel, 1on

gitudinal-shafts I01 pass, said wall carrying a fixed collar I30 surrounding the projected rear end of each shaft I 01. Surrounding each collar and abutting the wall is a cam ring I3I formed with cam faces I32 and turnable on the collars by means of a crank I33, (see Figure 6), suitably linked to vertical stub shafts I34 (Figure 2) mounted in the casting openings 4| (Figures 3 and 5). Said stub shafts, as appears in Figure 2, are rockable by linkage I35 operable from two foot pedals I36 arrwge'd one at each side of the body. The rear ends of shafts I01 also carry splined sleeves I31 (Figure 7), to the outer surface of which is splined a hub carrying a clutch brake disk- I38. As shown in Figure 6, the rear face of the wall of the case I21 carries a spring pressed ring I39 adjacent each cam ring I3I, said ring I39 having a friction face, as shown in Figure 6, abutting a similar face on the clutch brake disk I38. Said faces on-the ring I3I and disk I 38.

are normally held apart by the springs I40 on the ring I39. The back, open side of the case I21 is closed by a cover I4I bolted to the case and provided with two large hand holes I42 closed by plates I43 bolted to the cover MI. The inner faces of the plates are formed each with a friction faced ring I44 in such a manner that the disks I38 are disposed between the two friction rings I39 and I44. By actuating either foot pedal I36, the linkage I35 turns the selected shaft I34, causing the associated cam ring I3I topress ring I39 in a manner to clamp disk I38 between the two friction members I39-I44, whereby to clutch brake the connected shaft I01 to retard and lock the same. In this manner the steering action of the clutches III, H2 is augmented by a braking action to make the steering control positive. An appropriate hand hole I45 is covered by a removable plate I48, thereby making the'power takeoff shaft conveniently accessible.

A drawbar I41 in any desirable manner may be connected to the body casting 30, preferably to the rear face thereof, or to its under side.

As shown in Figure 8, the wall 48 is provided with openings I5I to permit splash circulation of 'oil.

Looking to Figures 1 and 2, it will be seen that an operators seat 148 is located on the body 30 at its rear in a position to make all controls conveniently accessible. Fenders are shown at I49, and a fuel tank at I50. The operation of the improved tractor will now be described.

In assembling the tractor, it will be noted that the flanges at the rear of the front frame piece I0 and at the front of the rear frame piece I I are securely bolted together to constitute a unitary main frame which carries the motor on the front part and the drivers seat with his controls on the rear part. This unitary frame is mounted on the roller truck frames 51 in accordance with the established three-point suspension principle, the two rear points being on the trunnions 5| and the front point being on the pin 62 through the equalizer 59', the ends of which are carried on the truck members 51. The trucks 51 carry the front idlers 56 and the rear frame part II or 30 carries the rear driving sprocket wheel 69 on the stub shafts H9. The endless chain track 61 surrounds the sprocket wheel and front idler wheel in the usual manner with the rollers 58 of the trucks 51 riding on the rail faces of the track in the conventional manner.

The motor for driving the tractor is carried on the front frame part I0 in the manner described, its flywheel appearing at 10, and through the clutch element 1 I, coupler 19, the torque is transmitted to a conventional three speed forward and one speed reverse sliding gear transmission formed as a unit in that it is carried in a cage 83 between the walls 48 and 49 of the body casting 30. This transmission is controllable in the usual manner by a shift lever 9I and, for the purpose of inspection and making repairs, the cover plate 92 is removable, to permit bodily removal of the cage 83 with the entire sliding gear transmission upon appropriate disconnection of the coupler 19 and coupler I06. By means of a coupler 93, a

power take-off shaft 94 may be driven from said sliding gear transmission unit to drive implements or other tools attached to the drawbar I41 of the tractor.

A sliding gear transmission unit from its shafting 88 drives the gear I04, which in turn always drives the gears I08 on the quills I09, in turn carried on the two parallel driving and steering control shafts I01. These quills I09 are each connectible by clutch elements I I I, I I2 to drive shafts I01. Accordingly, these clutches III, II2, which are normally in or engaged, cause the shafts I01 to be driven from the gear I08, so that the drive is transmitted through gears H4, H5 to turn shafts H6, gears H1, H8, then shafts II9, which carry the sprocket drive wheel 69. For turning movement, either clutch I I I, II2 may be disengaged by the operator through the levers I26. Thus, with one side running and the other side idle, the tractor is steered in the well known steering by driving by clutching manner, the principles of which are well established in this art. To augment the steering action, either shaft I01 may additionally be retarded and locked by clutch brakes I38 operable in the manner described from pedals I36.

By removing the rear cover I4I, the clutch brakes I38 are made quickly accessible for adjustment, inspection, or repairs, and, by removing the entire casing I21, the entire rear end of the tractor transmission and steering control mechanism is made conveniently accessible.

From this detailed disclosure it will now be apparent that an improved tractor frame construction has been provided which achieves the desirable objects of the invention heretofore recited.

It is the intention to cover herein all such changes and modifications as do not depart from the spirit and scope of the invention, which is defined in the following claims.

What is claimed is: I

l. A frame for track type tractors comprising a front part cast into one piece and substantially rectangularly shaped in plan, said front part serving as a motor support and at its rear being formed with a flange, a rear part cast hollow into -one piece including a narrow front portion with each said shaft mount joining the front narrow frame portion and the rear box portion and formed with transversely aligned trunnion mount openings.

2. A frame for track type tractors comprising a front part cast into one piece to serve as a motor mount, said front part at its rear being provided with a relatively large flange, a rear part cast hollow into one piece including a narrow front portion with parallel sides and a front end formed with a flange bolted to the flange on the front part casting, a transverse tunnel formed underneath said narrow portion for mounting an equalizing bar, said rear part being widened out transversely to form-a relatively large box portion having parallel sides and a transverse rear end, depending portions extending below the bottom of the box portion at the sides thereof, and thickened tnmnion mounts on the sides of the rear box in advance of the depending portions and spaced rearwardly of the transverse tunnel.

31 A frame for track type tractors comprising a front part cast into one piece, said front part at its rear having a. flange, a rear part cast hollow into one piece including a narrow front portion with parallel sides and a'fron't end formed with a flange bolted to the flange on the front part casting, said narrow portion formed at its bottom' with a transverse tunnel for mounting an equalizing bar, said rear part being widened out transversely to form a relatively large box portion having parallel sides .and a rear open end,

the parallel sides representing the widest pormotor mount, said front part at its rear formed with a relatively large vertically disposed flange of circular form, a rear part formed hollow in one piece including a narrowed front extension comprising spaced substantially parallel sides terminating at their forward ends in a circular vertically disposed flange, said two flanges being 'securedtogethertoconnectthetwopartsssa rigid frame, a transverse tunnel formed under- 'neath said narrow portion to receive in equaliser bar, and the rear part forming a widened box open at its rear end with, substantially parallel sides depending below the floor of the box, and a closure member enclosing the rear open end of the rear part and'formed for the reception of steering control elements.

5. A frame for track type tractors comprising a front part formed in one piece to serve as a motor mount, said front part at its rear formed with a relatively large vertically disposed flange of circular form, a rear part formed hollow in one piece including a narrowed front extension comprising spaced substantially parallel sides terminating at their forward ends in a circular vertically disposed flange, said two flanges being secured together to connect the two parts as a rigid frame, the rear part forming a widened box whose sides are dished inwardly and depend below the floor of the box, removable covers for the dished side portions, said box being open at its rear,- and a removable cover closing the.

rear open end of said box.

6. A frame for track type, tractors comprising a front motor carrying portion and a rear transmission and steering control portion, said latter portion comprising a box open at its rear end and having vertical side portions depending below its floor, and formed with a transverse tunnel at its forward end in advance of. said depending portions to mount an equalizer bar, said tunnel.

being underneath the rear portion above its floor, and a closure for the rear open end constructed for the reception of steering control elements.

7. A frame for track type tractors comprising a front motor carrying portion and a rear transmission and steering control portion, said latter portk n comprising a box having vertical side portion:- depending below its floor and an open rear end, a-housing'for carrying steering control elements and secured to the rear open end of the box, said housing having an open rear face, and a cover provided with capped inspection openings secured to and closing the open. face of said'hous-.

ing.

8. A frame for track type tractors comprising a front motor carrying portion and a rear transmission and steering control portion, said latter portion comprising a box having a sear vertical open face, a housing for carrying steering control elements and secured to the rear open face of the box, said housing also having an open rear face, and a cover provided with capped inspection openings secured to and closing the open face of the housing.

EDWARD A. JOHNSTON. DAVID B. BAKER. 

